Valve for internal-combustion engines.



H. C. NUGENT. VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC. 3, 1913- Patented July 25, 1916.

2 SHEETS-SHEET I.

anoento'a H. c. NUGE NT.

VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC- 3, 1913. 1 192339 v Patented July 25, 1916.

2 SHEETS-SHEET 2- the county of Kitsap and State of Wash-'- HARVEY C. NUGENT, OF WINSLOW, WASHINGTON.

VALVE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented July 25, law.

Application filed December 3, 1913. Serial No. 804,391.

To all whom it may concern:

Be it known that I, HARVEY C. NUGENT, a citizen of the United States of America, and a resident of the city of Winslow, in

ington, have invented certain new and useful Improvements in Valves for Internal- Combustion'Engines, of which the follow construction, arrangements and combinatlons of parts on which protection is desired ,Qwill be succinctly set forth in the a 'ipended claims.

For a full understanding of my invention, reference is to be had to the following specification and the accompanying drawings in which like characters of reference designate with a jacket like parts throughout.

In the drawings: Figure 1 illustrates the preferred embodiment of my valveas applied to an engine of the internal combustion type. Fig. 2 is a horizontal longitudinal section of the valve. Fig. 3 is a trans verse section on line 33 of Fig. 1. Fig. 4.- is a similar view online 44 of Fig. 1. Fig. 5 is a transverse section through the exhaust ports on line 5--5 of Fig. 1, and Fig. 6 is an end elevation illustrating the supporting means for the manifold member, parts being broken away.

The engine 1, illustrated as a four cylin der structure is suitably water jacketed, as at 2, and provided with a head 3 constituting a valve casing joining. the four cylinders. The cylinder head, wlnch is provided 4, is formed with a longitudinal cylindrical bore 5 from which lead a pair of diametrically opposing. intake ports 6 and a similarly arranged number of exhaust ports 7 for each cylinder of the engine. These ports are connected to the respective cylinders by passageways 6 and 7 in the former of which, and adjacent the ports 6, are disposed the igniters 8 disclosedas spark plugs.

A valve 9 is disposed in the bore for rotary movement whereby the pairs of intake and exhaust ports 10 and 11, respectively, provided in the valve may be brou ht into registering relation with the cylin er *head ports. The valve is in the form of a tube having an external flange 9 on one end engaging 1n the seat 3 of the head and havmg its opposite end projecting from the head to support a gear 12 which is driven from a working part of the engine to impart rotary action to the valve. Between the cylinders are exteriorly arranged packmg rings 13 on the valve for obvious reasons.

Within the valve is arranged theintake and exhaust mahifolds, the same ,being formed in a single member 14 having on one end an external flange 15 overlyingthe flange 9 and engaging the head 3 and having its opposite end extending beyond the valve tube to receive support in the annulus 16 which is braced from the head by webs 17. The manifold member 14 is formed with an annular passage 18 extending nearly the entire length of the member from the-flanged end portion, said passage forming the intake manifold which discharges through the ports 19, opposing the intake ports 6, when permitted by the valve ports.

The exhaust manifold comprises the central bore 20 which is surrounded by a water space or jacket 21, to insulate the intake manifold, and formed with ports 22 opposing the exhaust ports 7 to receive the exhaust from the latter on passing of the valve ports. Rearwardly directing. deflectors 23 are arranged about the ports 22 to perform a dual function, namely, to direct the exhaust gases toward the discharge end of the manifold, and to minimize the back pres-Y.

sure resulting from the gases entering the manifold from opposite sides. The deflectors also gradually taper toward the next inner port to decrease the resistance or back pressure of the discharging gases.

header 24, capping the end of the manifold member opposite from the discharge end, is formed with a water space 21 to communicate with the space 21'and also with a passage 18 which leads to the intake manifold from a gas supply. The water jacket 4 substantially envelops of the jacket below the valve subjected to the explosive force of the gases in the cylinders being reinforced by longitudinally spaced series of webs or ribs 25. By prothe valve, that portion viding pairs of spark plugs, one in each intake passage, the resultant pressure on the valve of the explosions will be balanced, and the pressure on the pistons equal from the passageways.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent ofthe United States of Amer-' to direct the exhaust gases away from the vopposing ports.

3. In a structure of the character described, a casing, an exhaust manifold having pairs of opposing exhaust ports leading to a common passageway, means controlling communlcation of the ports with the casing,

and deflector means adjacent each port for directing the exhaust gases from the opposing ports, certain of the deflector means gradually tapering toward the adjacent inner. port.

4. In a structure of the character described, an exhaust manifold having pairs of opposing exhaust ports leading to a common passageway, and a deflector within said passageway adjacent each port, and adapted to direct the exhaust gases in a common d1- I rection away from the opposing ports, said deflectors being tapered toward the next axially adjacent port.

Signed at Seattle, Washington, this'22nd dayvof November 1913.

HARVEY C. NUGENT.

Witnesses:

Mononrnrm CAMERON, JAMES E. Snow. 

